EP0348072B1 - Vehicle speed estimation in anti-lock braking systems - Google Patents

Vehicle speed estimation in anti-lock braking systems Download PDF

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Publication number
EP0348072B1
EP0348072B1 EP89305770A EP89305770A EP0348072B1 EP 0348072 B1 EP0348072 B1 EP 0348072B1 EP 89305770 A EP89305770 A EP 89305770A EP 89305770 A EP89305770 A EP 89305770A EP 0348072 B1 EP0348072 B1 EP 0348072B1
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EP
European Patent Office
Prior art keywords
signal
vehicle
speed
lock system
output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP89305770A
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German (de)
English (en)
French (fr)
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EP0348072A2 (en
EP0348072A3 (en
Inventor
David Charles Hurst
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF International UK Ltd
Original Assignee
Lucas Industries Ltd
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Filing date
Publication date
Application filed by Lucas Industries Ltd filed Critical Lucas Industries Ltd
Publication of EP0348072A2 publication Critical patent/EP0348072A2/en
Publication of EP0348072A3 publication Critical patent/EP0348072A3/en
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Publication of EP0348072B1 publication Critical patent/EP0348072B1/en
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/173—Eliminating or reducing the effect of unwanted signals, e.g. due to vibrations or electrical noise
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed

Definitions

  • the present invention relates to anti-lock systems for vehicle brakes and is concerned in particular with a means for providing an estimation of the prevailing vehicle speed.
  • an anti-lock braking system having circuitry for the conversion of a variable physical quantity, such as rotational wheel speed, represented as a frequency and at least temporarily disturbed, into numerical values or signals proportional to the frequency and suitable for further processing.
  • This circuitry includes a comparator consisting of an integrator driven by a subtracter and followed by a dead-zone circuit to which a pulse train whose frequency corresponds to the vehicle wheel speed to be measured is supplied, together with the output signal of a filter of n-th order inserted downstream from the comparator.
  • the dead-zone circuit issues three output signals in dependence on whether the output signal of the integrator is below a predetermined first lower threshold, above a predetermined first upper threshold level, or between these two thresholds.
  • One section of the filter has a variable transfer characteristic.
  • a detector and control circuit senses a signal representative of a time derivative of the value proportional to the wheel speed and issues to said one section a drive signal temporarily varying that section's transfer characteristic if the signal sensed by the detector and control circuit departs from an area bounded by a predetermined second lower and a predetermined second upper threshold level.
  • the first threshold levels on the dead-zone circuit lie within the second threshold levels of the detector circuit.
  • an anti-lock system for controlling the slip level on one or more wheels of a vehicle by comparing the actual wheel speed with a vehicle reference speed obtained by processing wheel speed signals through a filtering system
  • the filtering system comprises a selection means which produces an input signal from one or a combination of the wheel speeds, an error forming device which subtracts the required vehicle speed estimate from the said input signal to produce a speed error signal (E1), said speed error signal (E1) being the input signal for a non-linear device whose function is to produce an output signal (E L ) which cannot exceed certain predetermined limits, what ever the value of the speed error input signal (E1) is thereby to limit the slew rate of the filtering system in both positive and negative directions in accordance with vehicle characteristics, said output signal (E L ) being fed to a secondary filter which reduces transients present in said signal output signal (E L ) and which produces a further output signal (V CEL ), and an integration device which accumulates said further output signal (
  • the input to said integration device is extracted as indicative of the vehicles acceleration, a proportion of this extracted signal being arranged to be added to the output of the main filtering system to form a better approximation to the true vehicle speed.
  • the vehicle acceleration signal extracted from said integration device is passed through another filter adapted to enhance the information contained therein by suppressing small signal variations and enhancing large ones.
  • this further filter comprises a further error forming device which extracts the output of the main filter from the acceleration signal to form an acceleration error signal, a second non-linear device through which the acceleration error signal is passed to suppress the small signal variations and enhance its large signal variations, and a still further integrator for accumulating the output of the second non-linear device to give a final vehicle acceleration signal.
  • the selection of the input signal to the main filter is made from the highest wheel speed, the lowest wheel speed or some value offset from these. Preferably, the selection is made on the basis of the state of the stop lamp switch and/or the recent history of the vehicle anti-lock slip control system.
  • the operation of the main filter can be modified in some embodiments such that the input to the first mentioned integration device remains constant or tends to a small negative value when all of the wheel channels are producing skid-corrective actions at the same time.
  • the effective time constant of the main filter may be arranged to be adjusted in response to the recent history of slip control action, by altering the gain of the non-linear device or any other element in the forward path of the main filter.
  • the characteristics of the non-linear device in the main filter may be modified in response to its error input so as to alter the positive slew rate limit.
  • the non-linear device characteristics may be influenced by the estimated vehicle speed output from the main filter.
  • the difference between the highest and lowest wheel speeds on the vehicle may be computed and compared with a threshold such that any excursions above said threshold cause the slew rate limit and/or the main filter time constant to be altered to give a better approximation of the vehicle's behaviour.
  • the wheel speed difference signal can be used to charge or discharge a timer, at different rates, depending upon said difference signal being above a predetermined threshold, this time being in turn compared with another predetermined threshold and the resulting signal being used to modify the main filter characteristics.
  • an estimation of vehicle speed is obtained by combining wheel speed information from one or more of the vehicle wheels with a knowledge of the vehicle dynamics.
  • wheel speed information from conventional wheel speed sensors (not shown) is fed into a selection network 10 which is arranged to select speed information from one wheel, or a combination of more than one wheel.
  • the selected wheel will usually be the wheel with the highest or lowest speed, as described further hereinafter.
  • the selected wheel speed signal V W from network 10 has subtracted from it in a subtractor 12 the current value of a vehicle reference speed, referred to as V REF , (obtained further on in the circuit), so as to form an error signal E1.
  • V REF vehicle reference speed
  • the error signal E1 is passed through a non-linear device 14 whose function is to produce an output E L which can not exceed certain pre-determined limits, whatever the value of the input E1.
  • This non-linear device 14 is illustrated in Fig. 1 as a piece-wise linear device, which has different limiting characteristics for positive and negative errors.
  • the output signal E L from the device 14 is passed to a first integrator 16 with feedback which is designed to act as a filter producing, in this example, a first order lag.
  • the time constant of this filter 16 may typically be in the range of 100 ms to 500 ms and is arranged to be adjusted during anti-lock cycling to give a further reduction in output ripple.
  • the signal E L is thus coupled to the integrator 16 by way of a further subtractor 18, which acts as an error forming device by subtracting from E L the output V CEL of the integrator 16 to form a second error signal E2.
  • the filtered error signal V CEL is fed to a second integrator 20, the output of which is used as V REF , the vehicle speed estimate. This is then fed back to the first error forming device 12 for use in forming the first error signal E1.
  • the system described above forms a filter for the wheel speed signals, designed to remove wheel speed noise, particularly slip cycles caused by anti-lock operation.
  • This filter has impressed upon it certain vehicle characteristics, by incorporating these into its construction.
  • V REF by combining a proportion of the V CEL signal with the previous filter output, V REF .
  • This new signal V REF1 follows the input speed very closely during steady ramp inputs, such as constant braking or acceleration, as illustrated in the curves of Fig. 4.
  • V CEL signal mentioned above is of great value in an anti-lock system for shaping various thresholds and decision points.
  • the V CEL signal is used directly.
  • this signal will be subject to large variations due to slip cycling of the input to the main filter of Fig. 1.
  • a further improvement is sought, as illustrated in Fig. 5.
  • This is in the form of a further special filter 27 designed to enhance the quality of the V CEL signal by being sensitive to large changes in the V CEL signal and being adapted to react quickly to them.
  • the latter filter is also designed to ignore smaller changes caused, for example, by slip cycles.
  • the signal V CEL has subtracted from it in a subtractor 26 the prevailing output of the filter 27, referred to as V CEL1 .
  • This provides an error signal E3 which is fed to a non-linear device 28 designed to enhance the larger changes and suppress the smaller ones.
  • a piece-wise linear function is illustrated, but any similar transfer function can be used and may be different for positive and negative input signals if assymetric characteristics are required.
  • the output of the non-linear device 28 is fed to a further integrator 30, the output of which provides the value V CEL1 , referred to above.
  • the integration constant of the integrator 30 and the magnitude of the transfer function of the non-linear network 28 determine the time constant for any given size of input transient and therefore define the amplitude and response time of the output V CEL1 .
  • a further aspect of the present vehicle speed estimating system which strongly influences its performance, is the selection of input signals for the main filter of Fig. 1.
  • V LO the lower of the remaining wheel speed signals
  • V CEL On a very low mu surface, due to anti-lock cycling, it is possible that the V CEL signal may become positive for short periods particularly if the surface mu level is non-constant. If the V CEL signal were held constant in this state, it would have strongly deleterious results for V REF since this would rise while the true vehicle speed was falling. In such a case, V CEL is allowed to reduce to a value which is slightly negative, the latter value being chosen to represent the vehicle's behaviour on such a surface.
  • V H1 and V LO the highest and lowest wheel speeds
  • V H1 and V LO the highest and lowest wheel speeds
  • these may differ by a small amount due to cornering.
  • anti-lock operation they may be different due to slip cycling.
  • this situation may be easily determined by examining the skid correction signals.
  • the only other time the highest and lowest wheel speeds will differ significantly is during wheel spin during acceleration.
  • This difference is used to alter the selection of the filter input and/or the characteristics of the non-linear limiting network 14 in the main filter.
  • the positive error limit is arranged to be reduced.
  • a timer is used in conjunction with this speed difference signal such that when the difference exceeds a threshold, the timer is charged up. Then, when the spin disappears, the timer is allowed to decay, possibly at a lower rate. Whenever the timer is above a threshold, the wheels are assumed to be spinning.
  • a second refinement is to reduce the non-linear network's positive limit if the input error E1 reaches a certain predetermined limit as indicated in Fig. 9.
  • Fig. 10 illustrates the effect of folding back the slew rate of the main filter in this way.
  • the output of the filter would correspond to the vehicle's behaviour with all wheels spinning on a low adhesion surface, since this is the most likely cause of the situation.
  • a third refinement is, to alter the positive limiting value of the non-linear network 14 in response to the estimated vehicle speed V REF .
  • This allows the filter to more closely model the real behaviour of the vehicle and improve the compromise between the real vehicle speed and the value of the estimate, V REF , during wheel spin.
  • the value of V REF is also used to modify the action taken when a speed difference is detected. At low speeds, the uncertainty associated with wheel spin may cause the V REF signal to tend toward zero, while at higher speeds it could tend towards the lowest wheel speed.
  • FIG. 11 there is shown a basic program flow diagram of the overall system for vehicle speed estimation.
  • Figs. 12a to 12d show a more detailed program flow diagram illustrating the performance of the necessary calculations in a practical embodiment of the "estimate vehicle speed" section of Fig. 11.
  • the selection of the input signal to the main filter is made from the highest wheel speed, the lowest wheel speed or some value offset from these. Preferably, the selection is made on the basis of the state of the stop lamp switch and/or the recent history of the vehicle anti-lock slip control system.
  • the operation of the main filter can be modified in some embodiments such that the input to the first mentioned integration device remains constant or tends to a small negative value when all of the wheel channels are producing skid-corrective actions at the same time, as shown in section 44 of Fig. 12d.
  • the effective time constant of the main filter may be arranged to be adjusted in response to the recent history of slip control action, by altering the gain of the non-linear device or any other element in the forward path of the main filter, as shown in section 38 of Fig. 12b.
  • the characteristics of the non-linear device in the main filter may be modified in response to its error input so as to alter the positive slew rate limit.
  • the non-linear device characteristics may be influenced by the estimated vehicle speed output from the main filter, as illustrated in section 40 of Fig. 12c.
  • the difference between the highest and lowest wheel speeds on the vehicle may be computed and compared with a threshold such that any excursions above said threshold cause the slew rate limit and/or the main filter time constant to be altered to give a better approximation of the vehicle's behaviour, see section 34 of Fig. 12a.
  • the wheel speed difference signal can be used to charge or discharge a timer, at different rates, depending upon said difference signal being above a predetermined threshold, this time being in turn compared with another predetermined threshold and the resulting signal being used to modify the main filter characteristics, illustrated in section 38 of Fig. 12b.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
EP89305770A 1988-06-23 1989-06-07 Vehicle speed estimation in anti-lock braking systems Expired - Lifetime EP0348072B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8814931 1988-06-23
GB888814931A GB8814931D0 (en) 1988-06-23 1988-06-23 Vehicle speed estimation in anti-lock braking systems

Publications (3)

Publication Number Publication Date
EP0348072A2 EP0348072A2 (en) 1989-12-27
EP0348072A3 EP0348072A3 (en) 1992-12-02
EP0348072B1 true EP0348072B1 (en) 1995-04-12

Family

ID=10639204

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Application Number Title Priority Date Filing Date
EP89305770A Expired - Lifetime EP0348072B1 (en) 1988-06-23 1989-06-07 Vehicle speed estimation in anti-lock braking systems

Country Status (8)

Country Link
US (1) US4912744A (ja)
EP (1) EP0348072B1 (ja)
JP (1) JP2868790B2 (ja)
AU (1) AU616766B2 (ja)
BR (1) BR8903051A (ja)
DE (1) DE68922146T2 (ja)
ES (1) ES2073438T3 (ja)
GB (1) GB8814931D0 (ja)

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DE3806213A1 (de) * 1988-02-26 1989-09-07 Lucas Ind Plc Verfahren zum regeln des bremsdruckes
JP2844777B2 (ja) * 1989-12-28 1999-01-06 アイシン精機株式会社 アンチスキッド制御装置
DE4024815A1 (de) * 1990-08-04 1992-02-13 Bosch Gmbh Robert Verfahren zur schaetzung der geschwindigkeit
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CN103350700B (zh) 2009-01-08 2016-01-20 株式会社小松制作所 车辆速度推算装置及牵引控制装置
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CN108725258B (zh) * 2018-05-29 2023-08-01 创驱（上海）新能源科技有限公司 一种电动汽车用汽车防抱死状态检测方法及其检测系统
CN113682281B (zh) * 2021-08-25 2022-03-04 偌轮汽车科技(武汉)有限公司 一种消除发动机干扰的方法、装置、设备及存储介质
CN114771476B (zh) * 2022-05-27 2023-10-03 烟台大学 一种基于非线性自适应滑模的汽车防抱死制动方法

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Also Published As

Publication number Publication date
EP0348072A2 (en) 1989-12-27
ES2073438T3 (es) 1995-08-16
AU3646689A (en) 1990-01-04
EP0348072A3 (en) 1992-12-02
AU616766B2 (en) 1991-11-07
US4912744A (en) 1990-03-27
DE68922146T2 (de) 1995-08-17
DE68922146D1 (de) 1995-05-18
BR8903051A (pt) 1990-02-06
JPH02114052A (ja) 1990-04-26
GB8814931D0 (en) 1988-07-27
JP2868790B2 (ja) 1999-03-10

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